Carburetor



Feb. 10, 1953 j RAUEN 2,628,085

CARBURETOR Filed Nov. 8, 1948 Patented F eb. 10, 1953 UNITED STATESPATENT OFFICE CARBURETOR John T. Rauen, Detroit, Mich.

Application November 8, 1948, Serial No.- 58,830

17 Claims. 1

This invention is a continuation-in-part of my Patent No. 2,453,728,issued November 16, 1948, for Carburetor, and relates to means formaintainin in operation carburetted internal combustion engines ofautomotive vehicles, after the throttle has been suddenly allowed toclose, following opening to a degree permitting fuel to flow to theengine in quantitie equal to or in excess of such quantities thatprovide full power output of the engine, particularly at low engine andvehicle speed.

Operation of an engine during the above-mentioned circumstances causes aquantity of fuel to be present within the engines induction system,which is too much to sustain engine operation at the usual idle settingof the throttle and the corresponding idle speed of the engine, theconsequence of which causes the engine to cease operating,

An object of this invention is to provide means, making use of theinertia of matter to partly actuate a stopping member for holding thethrottle open in excess of the normal idle position of the throttlewhereby sufiicient air can get into the engine to support combustion ofthe previous- 1y mentioned excess fuel until such time that the excessfuel is consumed, and only the normal amount of fuel is passing into theengine, whereupon the engine speed increases correspondingly to thepreviously mentioned excessive idle throttleopening, and, after suchconditions prevail the throttle is manually opened slightly forreleasing the stop, and then allowed to close to the normal idleposition, restoring engine speed to normal idle speed.

' Another object of this invention is to provide means for automaticallyrestoring the throttle to the normal idle position, after having beenpositively stopped before normal idle position, for a varying period oftime.

This invention will be best understood by reference to the followingdescription of embodiments thereof shown in the accompanying drawings,wherein Fig. 1 is an illustration of one embodiment of this invention asapplied to the carburetor illustrated in my co-pending application,hereinbefore mentioned;

Fig. 2 is a side elevationalview of Fig. 1;

Fig. 3 is a sectional view of part of the mechanism shown in Fig. 1 asview from line 3-3, with certain parts omitted;

Fig. 4 is an illustration of certain parts of the apparatu shown in Fig.1, in a different position; and

Fig. 5 is a diagrammatic illustration of certain parts of the apparatusshown in Fig. 1, and including a conventional throttle valve.

Referring to Figs. 1, 2 and 5, the throttle valve I is shown mounted andsecured onto the shaft 2. A throttle lever 3 for operating the throttlevalve I is secured to shaft 2 by screw 4 and carries the conventionalfoot accelerator pedal connecting rod 5, pivotally connected and securedin place by a conventional hairpin clip 6 snapped onto the rod 5 andretained in place endwise by means of an annular groove cut into the endof rod 5.

The lever 3 also provides a pivotal connection for lever I by means ofpin 8 tightly pressed into lever I and free to pivot in lever 3. Thelever 3 is forked to receive lever I.

One end of lever i is provided with an enlarged portion 9 of greaterweight than the opposite end I0 for the purpose of over-balancing theend I0 and tending to normally rest in a position engaging lever 3, atII, when the lever 3 is in the position shown, namely, the position ofnormal idle setting of the throttle valve I, Fig. 5.

The normal idle setting of valve I is a few degrees open from fullyclosing passage I2, Fig. 5. Fuel nozzle 62 is arranged in passage I2ahead of throttle I. The end ID of lever I is provided with two steps,one step I3 engages one end of screw I4 to provide the normal idleposition of valve I, and the other step I5, Figs. 1 and 4 en'- gages thescrew I4 to provide an engine idle speed in excess of normal. The end ofthe screw I4 engaging the steps I3 and I5 is given a slight conicaltaper to match a taper of the step I5 forming an angle A, Fig. 4, forthe purpose of neutralizing the friction caused by impingement of thestep I5 and screw I4 resulting from the force of the conventional springemployed for normally urging the throttle closed. Usage of the angle Awill be hereinafter fully described.

The forked portion of lever 3, providing for the pivotal mounting oflever 1, provides a stopping surface I6 against which the end In oflever I impinges, thus limiting the rotary motion of lever l to aposition where the step I5 of lever I properly engages the screw I4.

The screw I4 is provided for varying the degree of opening of throttlevalve I, to obtain suitable idle speed of the engine.

The spring I! confined under the head of the screw I 4 provides frictionto retain the screw I4 to any position of adjustment to which the screwis set. A boss I8 integral with the bowl IQ of the carburetor threadedlyretains the screw M.

The end I of lever T is provided with a pin 20, tightly pressed into ahole in lever l and thereby securing the two members together. Theextended end of pin 20 is grooved to receive a conventional hairpin clip2| for retaining a washer 22 and the looped end 23 of member 24. Thelooped end 23 of member 24 is free to slide upon the pin 23 and betweenthe end ill of lever I and the washer 22. The other end of member 24 ispivotally connected within the lever 25 at the forked end 26 by a pin 59tightly fitted into the forked end 26 and free to pivot within the eyeformed at the end of member 24.

The lever 25 consists of two symmetrically opposite members which areelectrically spot welded together to form forks at both ends. The centerportion between the forked ends contact and are welded together.

The lever 25 is pivotally connected to a memmer 27 by a pin 28 tightlyfitted into the member 21 and free to pivot in the lever 25. The member21 consists of two symmetrically opposite members electrically weldedtogether where each opposite member engages the other to form a forkedend 29 to receive lever 25. The ends 33 of the member 21 are formedoutwardly of the center portion of the member 2'! to provide forelectric spot welding to secure the member 21 to the cover plate 3i ofthe carburetor bowl IS.

The end 32 of the lever 25, in addition to being forked as abovementioned, is slotted at 33 to provide a free Sliding pivot connectionfor the pin 34 tightly fitted into the member 35. The member 35 issquare in cross section and freely slides within the forked end 32 oflever 25. The forked end 32 of lever 25 and fit of the square crosssection of member 35 within the forked end 32 prevents member 35 fromturning and thereby maintains proper pivotal relation of the pin 34 tothe slot 33 during operation of the mechanism.

The piston 36 consists of a head 31 and an integral rod 38 tightlythreaded at one end into the member 35 and thereby secured to member 35.The piston rod 38 freely slides within a hole in the cover plate 3|which provides an upper guide for the piston to assure free sliding ofthe piston within the cylinder 39 formed integral with the bowl is. Thewasher 48 is freely fitted around the rod 38 and provides. a. dust coverto prevent dirt enterin the bowl l9. The spring M is a conventionalcoiled compression type and normally urges the piston downwardly.

The cylinder 39 is provided with an overflow slot 42 through which slotthe fuel on top of the piston head 37 can freely'fiow back into the bowll9 when the piston is raised. Fuel normally stands in the bowl I9 to thelevel 43.

At the lower end of the cylinder 33 a ball valve M is provided. The ball44 is retained in place by a spring ring 4'5, Figs. 1 and 3. This ringnormally tends to expand and sets up friction between itself and theinside of the cylinder 39, thus remaining in position to retain the ball44 as the ball is urged upward by fuel flowing into the cylinder duringupward movement of piston 36. The ball closes the passage it againstegress ofv fuel from the cylinder 39 and allows free ingress of fuelduring upward movement of the piston 36. The plug 41 seals th passage 46exterior of the bowl l9.

The lever 3 is provided with portion 48 for engaging a stop 49 integralwith the. bowl l9, to

limit opening movement of the lever 3 to an angular positioncorresponding to the fully open position of throttle valve I.

Depending upon the degree of required manual operation desired, certainof the mechanism shown may be omitted.

Example 1.The members 3, 1, and M are essential to enable an engine tosustain operation under conditions hereinbefore mentioned, but manualre-opening of the throttle just a trifle is required to cause the step[5 of lever l, as illustrated in Fig. 4, to move out of the path ofscrew IA and thereby allow full restoration of the lever 3 to the normalidle position as shown in Fig. l, and the step l3 of lever 1 to engagethe screw 14.

Example 2.--By employing all the members shown in Figs. 1 through 5, themanual re-opening of the throttle mentioned in Example 1 is notrequired, and the lever 3 will fully restore to the normal idle positionafter a predetermined delay by step l5 on lever 7.

Example 3.By omitting the enlarged portion 9 of lever l and retainingthe end Ill to constitute the entire lever l, and by instituting. slightfriction between the member 24 and the end ill of lever l, by making thewasher 22 of spring material and slightly conical in shape, and therebyimpinging member 24 with lever I, sudden return or closing rotation oflever 3 will force lever l against surface iii of lever 3 and therebydirect,- ing step [5 of lever 1 into the path of screw M, as shown inFig. 4, and after a predetermined period of time, move lever I and step15 out of engagement with screw l4, and allow full restoration of lever3 to normal idle position as step 13 engages screw M, as shown in Fig.1.

Operation of this invention consistent with Example 1, is as follows:

The members, as shown in Figs. 1, 2 and 5, illustrate their position fornormal idling speed of the engine and power output correspondingthereto.

During normal operation of an automobile it is required at times to openthe throttle certain distances from the idle position to obtain morepower from the engine, and without any immediate increase in engine orvehicle speed above normal idlespeed of the engine which in terms ofvehicle speed corresponds to normally '7 miles per hour level roadoperation.

Such throttle opening rotates the lever 3, and the pivot point of lever1 moves ina. circle downwardly. The force of gravity acting upon the end9 of lever 1 causes the end 9 to cling to lever 3 remaining in contactat ll during a few degrees of rotation of lever 3 from the positionshown in Fig. l, but during further rotation of lever 3 the lever 1moves relatively away from contact at l l with lever 3, and stillfurther rotation of lever 3 brings the end H! of lever I into engagementwith the surface 15 of lever 3, whereupon no further rotation of lever 1as effected. by gravity takes place relative to lever 3, and bothproceed to rotate in fixed relation to each other.

If the throttle is allowed to close gradually, but with a quick motion,the above described occurrences take place inversely and the. throttle.restores fully to normal idle position as shown in Fig. 1. When thethrottle is open, levers 3 and I will be maintained in the relativeposition shown in Fig. 4 by the engagement of end 10 of lever I withsurface l6 of lever 3, as previously stated, but lever 3 will obviouslybe rotated further in a counterclockwise direction than is shown in Fig.4. If the throttle is allowed to close suddenly under the influence ofthe throttle return spring, the inertia of enlarged portion 9 of leverl, and centrifugal force acting upon such enlarged portion and caused bythe speed of rotation of lever 3, will maintain end ill of lever 1 inengagement with surface l6 of lever 3, in which position step l of leverI will engage screw I4 as shown in Fig. 4 and stop the throttle in aposition providing a throttle opening in excess of the normal idleposition of the throttle. The lever l is therefore responsive to thespeed of closing movement of the throttle and adjusts itself relative tolever 3 so as to be positioned for engagement with screw M for stoppingthe throttle either in a position providing a. normal idle or in aposition providing an engine speed in excess of normal idle, dependingon the speed at which the throttle is allowed to close. The force ofspring fill retains levers 3 and I positioned as shown in Fig. 4, untilthe lever 3 is again urged openward, whereupon the lever i beingrelieved of the load and ensuing friction of positioning the throttle,is free to return to normal position relative to lever 3, coming to astop as levers l and 3 engage at I i. The throttle can then be allowedto return to normal idle position.

Operation of this invention consistent with Example 2 is substantiallythe same as described in Example 1, differing in that as the throttle isopened the members 24, 23, 36, M and 44 are actuated and the lever I isretained impinged at l l against lever 3 by the opposing action ofspring 4|. If the throttle is opened fully the piston 36 is moved to itsoutermost position relative to the cylinder 39. If the throttle isallowed to close slowly, or suddenly, the same action of levers 3 and 1takes place as described in Example 1. If the action is sudden the pin20 of lever 5 travels the full length of the slot end 23 of the member24 since the piston 36 is prevented from sud denly moving inwardly ofthe cylinder 39 under the urging of spring 4| by the presence of fueltaken into the cylinder through the passage :36 and the valve 44 as thethrottle was opened. The fuel trapped in the cylinder by closing ofvalve 44 seeps past the piston head 31 as the spring 4i urges the pistongradually inward at a predetermined speed. As the piston nears theinward end of its travel, the slotted end 23 of member 24 engages pin 20of lever I and disengages step with screw !4 and thereby allows step 53to engage screw. M under the urging of the beforementioned conventionalthrottle return spring. The angle A, Fig. 4, previously hereindescribed, enables disengagement of step IS on lever "i with screw M byslight effort on the part of spring ii.

Operation of this invention consistent with Example 3 is substantiallythe same as described in Example 2, differing in that the inertia ndcentrifugal forces relied upon to actuate lever I are substituted byslight friction between lever I and member 24, as previously describedherein.

While I have illustrated and described preferred embodiments of myinvention, it is understood that these are capable of modification and Itherefore do not wish to be limited to the precise details set forth butdesire to avail myself of such changes and alterations as fall withinthe purview of the following claims.

I claim:

l. A carburetor adapted to supply fuel to an internal combustion enginecomprising a throttle adapted to regulate the flow of fuel from thecarburetor to the engine, means biasing said throttle toward closedposition, said throttle being movable into a plurality of open positionssaid throttle toward idle position, means operable i ing the position ofsaid throttle under the inone of which provides a throttle opening fornor mal idle engine operation, and stop means asso-. ciated with saidthrottle including a stationary member and a member movably connected tosaid throttle and responsive to the speed at which said. throttle movestoward closed position from open.-

positions thereof so as to automatically position itself relative tosaid throttle into a position to cooperate with said stationary memberfor stopping the movement of aid throttle under the in. fluence of saidbiasing means at a positionpro viding a throttle opening in excess ofsaid idle position thereof.

2. A carburetor according to claim 1 including a means operable forrendering said stop means inoperable to position said throttle in saidexcess throttle opening position.

3. A carburetor adapted to supply fuelto an internal combustion enginecomprising a throttle movable to regulate the flow of fuel to theengine,-

means biasing said throttle towards its normal idle position, and meansassociated with said throttle including a stationary member and a membermovable with nd relative to said throttleand responsive to the speed atwhich said throttle moves toward closed position from openpositionsthereof so as to ad ust itself relative to said throttle into a positionto engage said stationaryv member for stopping said throttle in aposition: ;providing a throttle opening in excess of said idle positionthereof when theclosing movement:

of said throttle is unrestrained.

4. A carburetor according to claim Bincluding a means operable forrendering said throttle.

stopping means inoperable to position said, throttle in said excessthrottle opening position 5. A carburetor according to claim 3 wherein.

said throttle stopping means is inoperable to pro-, vide said excessthrottle opening upon movement. of said throttle toward closed positionat a relatively slow speed.

6. A carburetor adapted to supply fuel to an. internal combustion enginecomprising a throttle.

movable between open and idle positions to regulate the fiow of fuel tothe engine, means biasing for moving said throttle to open position, andstop means including a stationary member and a movable member associatedwith said throttle and.

engageable with said stationary member for fixfiuence of said biasingmeans, "said movable meme ber being constructed and arranged relativeto;

said throttle so as to position itself relative to:

said throttle, in response to sudden closing movement of said throttle,into a position to'cooperate with said stationary member for stoppingmove ment of said throttle short of said idle position;

7. A carburetor according to claim 6 including a means operable forrendering said throttle stopping means inoperable to stop said throttleshort of said idle position.

8. A carburetor adapted to supply fuel to an internal combustion enginecomprising a throttle J adapted. to regulate the flow of fuel from the7,. a second oneoi. said fixed open positions providing. a throttleopening in excess of. that provided by said first fixed open positionbut less than the full open position of said throttle, said stop meansincluding a stop member and. a member movably connected to said throttleand engageable with saidstop member for positioning said throttle ineither said first or second fixed open position thereof under theinfluence of said actuating means, said movable member being soconstructed and arrangedv and so associated with said throttle that saidmember automatically responds to the speed of closing movement of saidthrottle as effected by said actuating means to thereby adjust itself.relative to said throttle and stop member insuchmanner as to. beengageable with said stop member for positioning said throttle in.either said first or said second fixed open position thereof dependingupon the speed at which said throttle is allowed to move toward itsclosed position from an open position in excess of said second fixedopen position thereof.

9. A carburetor according to claim 8 wherein upon opening movement ofsaid throttle from said second fixed open position, said movable memberautomatically responds to said throttle opening movement independentlyof the speed at which said. throttle is. opened and thereby adjustsitself relative to said stop member in such manner as to be engageablewith the same to allow the positioning of said throttle in said firstfixed open position thereof.

10. A carburetor according to claim 8 including releasing meansconnected to said movable member and adapted to operate the same suchmanner that in the event said throttle is stopped by said stop means atsaid second fixed open position, said. releasing means eventuallyadjusts said movable member relative to said sto member into a positionto permit said throttle to move from said second fixed open position tosaid first fixed open position under the influence of said actuatingmeans.

11. A carburetor according to claim 8 including' releasing meansassociated with and adapted to operate said movable member in suchmanner that in the event said throttle is stopped by said stop means atsaid second fixed open position, said releasing means eventually adjustssaid movable member relative to said stop member into a position topermit said throttle to move from said second fixed open position tosaid first fixed open position, said. releasing means including timingmeans.

12. A carburetor adapted to supply fuel to an internal combustion enginecomprising a throttle adapted to regulate the flow of fuel from thecarburetor to the engine, actuating means adapted to urge said throttletoward a closed position, stop means ssociated with said throttle andproviding a plurality of fixed open positions into which said throttlemay be moved during engine operation, one of said fixed open positionsproviding for normal idle engine speed, a second one of said fixed openpositions providiirg a throttle opening in excess of that provided bysaid first position but less than the full open position of thethrottle, said stop means including a stop member and a member movablewith and relative to said throttle, said movable member being engageablewith said stop member for fixing the position of said throttle under theinfluence of said actuating means, said movable member being adapted. torespond to movement of said throttle towards said second fixed openposition from open positions in excess of said second fixed openposition in such manner as to bepositioned for engagement with said stopmember for stopping said throttle in either one or the other of saidfixed open positions, depending upon the speed at which said throttle isallowed to move towards said second fixed open position.

13. A carburetor adapted to supply fuel to an internal. combustionengine comprising a throttle adapted to regulate the flow of fuel fromthe carburetor to the engine, actuating means adapted to urge saidthrottle toward a closed position, means for moving said throttle towarda full open position, stop means associated with said throttle andproviding a plurality of fixed open positions into which said throttlemay be moved during engine operation, one of. said positions providing afixed open position for the throttle for normal idle engine speed, asecond one of aid positions providing a throttle opening in excess ofthat provided by said first stop but less than the full open position ofthe throttle, said stop means including a stop member and a regulatingmember pivotally connected to said throttle and adapted to cooperatewith said throttle and said stop member for positioning said throttle ineither of said fixed open positions under the influence of saidactuating means depending upon the relative position of said regulatingmember and said throttle, said regulating member being so constructedand arranged relative to said throttle as to be responsive to inertiaand centrifugal forces imparted thereto by throttle closing movement tothereby adjustitself relative to said throttle in such manner that saidthrottle is positioned in either of one or the other said fixed openpositions depending upon the speed at which said throttle is allowed tomove towards said fixed open positions from open position in excess ofsaid second fixed open position, said regulating member being adapted torespond to said forces to permit positioning of said throttle in saidsecond fixed open position when the speed of closing movement of saidthrottle under the influence of said actuating means is unrestrained,said regulating member being responsive to gravity when positioned formaintaining said throttle in said second fixed open position so as to bemovable relative to said throttle into a position to permit movement ofsaid throttle to said one fixed open position from said second fixedopen position upon slight opening movement of said throttle, saidregulating member being responsive to gravity for movement into aposition to permit positioning of said throttle in said one fixed openposition upon closing movement of said throttle at speeds less than saidunrestrained speed.

14. In a carburetor, a throttle associated. therewith and having anormal idle position, means for operating said throttle, and regulatingmeans operable in response to the speed of throttle closing movement,said regulating means being associated with said throttle and soarranged relative thereto that the operation of said regulating means aseffected by the speed or" throttle closing movement determines a fixedopen position of said throttle in excess of said normal idle position ofsaid throttle into which said throttle may move upon closing movement ofsaid throttle.

15. A carburetor according to claim 14 including a releasing meansconnected to said regulating means and operable for rendering saidregulating means inoperable to position said throttle in said excessthrottle opening position.

16. A carburetor according to claim 15 wherein said releasing meansincludes a timing means connected thereto.

17. In a carburetor adapted to supply fuel to an internal combustionengine, a throttle for regulating the flow of fuel to said engine, meansbiasing said throttle toward closed position, and stop means associatedwith said throttle for fixing the position of said throttle under theinfluence of said biasing means, said stop means including a stationarystop member, a movable stop member connected to said throttle andengageable with said stationary member in either of two positions forfixing the position of said throttle in either of two fixed openpositions, and an actuating member for said last mentioned memberassociated with said throttle and so arranged relative thereto as to beresponsive to the speed of closing movement of said throttle to therebyactuate said movable stop member into one or the other of its said twopositions for engagement with said stationary member de- 10 pending uponthe speed at which said throttle is moved toward closed position.

JOHN T. RAUEN.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Great Britain Jan. 24, 1936

